Electric railway.



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Patented Dec. I6, `i302.

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E. A. -SFERFY.

ELECTRIC RAILWAY- f (Application Bled Oct. 20, 1902.)

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ELMER A. SPERRY, OF CLEVELAND, OHIO.

ELECTRIC RAILWAY.

SPECIFICATION forming part of Letters Patent No. 716,125, dated December 16, 1902.

` Application filed October 20, 1902.

Serial No. 127,933. (No model.)

To all whom t vtcoyconccrn:

Be it known that I, ELMERA. SPERRY, a citi` zen of the United States,residing at Cleveland, in the county of Cuyahoga and State of Ohio, have invented a certain new and useful lmprovement in Electric Railways, of which the following is a specification.

My in vention relates to a system of electricrailway propulsion and control, and has for its object the production of a new, efficient, and economical system of this description.

My invention is illustrated in the drawings, wherein Figure l consists of a side elevation in part section,illustrating a car and associated parts, illustrating one form of my invention. Fig.- 2 is a plan view of the operating mechanism Within one end of the car, this mechanism be` ing duplicated in the other end. Fig. 3 is a diagrammatic view of a portion of the electrical circuit when an automatic switch is used. Fig. 4 is a detail of an alternate form of the collector. Fig. 5 is an isolated view of preferred form of rack shown in section.

Like characters refer to like parts throughf out the several figures.

The car or locomotive (illustrated in Fig. l) consists, preferably, of a metallicframework (I-Iereshowninsection.) The locomotive rests in the usual manner upon four or more track-Wheels A. These Wheels are in the present instance simply employed as idlers or rollers for the locomotive,

the propulsion depending upon the engagement of the sprocket or sprockets C C with lthe traction-rack D, (see also Fig. 2,) which is suitably located between or even outside of the ordinary tram-rails constituting the roadbed ,running substantially parallel therewith, but insulated therefrom, and suitably anchored against Alongitudinal stress. The insulation of the rack D is rendered necessary from the fact that in the present device it is used to perform the additionaldfunction of transmitting electricity from the source of supply to the c ar, which it may serve to light, and perform other well-known functions, but principal-ly to `energize the electric motor or motors within the car. To this end also it is found essential to suitably insulate the traction-sprockets C C and their metallically-connected parts, so as to prevent short-circuiting of traction-rack D, on the one hand, Whereas, on the other, it is employed to collect the electricity from such rack and deliver it to suitable translating devices when called upon to do so. This insulation may be effected by `securing in any Well-known manner to the metallic truck a beam or timber of wood or other similar insulating material, (indicated with the intermediate insulating-gear d o., Vwhich are driven by the electric motors E and E through the ordinary gear and pinion c and e', the former being rigidly secured to the gear'a., though insulated therefrom by any of the well-known methods-for instance, insulated bolts `and block of insulation therebetween, as indicated, Figs. 1 and 3. It will thus be seen that when either one or both motors are operated the sprockets are rotated through intermediate gearingr and serve to propel the car by intermeshing with the rack, which may be of any suitable form, the preferred form, however, consisting of a flattopped perforated structure, (illustrated in Fig. 5,) which better serves to receive the shoes or currentcollectors proper now to be described.

It will be readily understood from the Wellknown law of action of gear or sprocket teeth with a rack that the step-by-step action, although lninute, serves to constantly break or interrupt an electric circuit when the contacting faces of the respective teeth are made to form the path of an electric current. It is also well known that each of such interrup tions produces a flash, which, if the electric potentials are high, serves to burn away the metal, abrade the surfaces, and cause undue Wear of the parts. I overcome this defect by employing a sh unt-circuit, by means of which the main current, or a portion or all `,of the operatingcurrent is handled around the contactin g faces of the sprockets and rack-teeth, and therefore prevented from passing such teeth, preserving the continuity and integrity of the circuit. The circuit thus `being free TOO from interruption serves far better to fulfil its function in actuating the motors, lamps, and other translating devices. The shoe is illustrated in Figs. 1 and 3, a varied form being shown in Fig. 4. It consists of the rubbing-contact F or rolling-contact F. (See Fig. 4.) These contacts are simply springpressed against the upper surface of rack D in any suitable manner, the spring beingillustrated atfandf. These shoes may be held by any suitable portion of the apparatus, so to be in proper alinement with the rack.

The plurality of sprockets, as well as shoes or contacts F, is rendered necessary in order to span the familiar breaks or gaps in the third rail, occurring at crossovers, intersections, &c. 4

Passing now to the electrical circuits, which are shown in the diagram in Figs. l and 3, we observe that the circuit passes from the controller G, which may be suitably actuated from either end of the car by the hand-wheels g g, to the motors E and by wires 10 and 11, Fig. 1, and thence to the ground by wires 12 and 13. The current leaves the rack D normally by thecollector F on wires 14 and 15 to the switch H, which in Fig. 3 is seen to be an automatic switch, or the current may reach this switch from the sprockets C C through wires 16 and 17 from the switch to the controller through wire 18, which in Fig. 3 is made to include the electromagnet I, which serves to attract and hold the switchy H against the spring h. It will thus be seen that the normal current-supply to the motor is from the collectors F, but that-an emergencysupply may be received from the sprocket C, or by turning the switch J both these devices may be utilized jointly to gather current from the rack D.

In Fig. 3 we iind the controller in diagram with the actuating-handle, (indicated at g,) the moving part, however, in this instance being supplied with an interlock, with switch H, consisting of the segment K and cooperating switch-arm H. The operation of this interlock is at once apparent from the drawings. When once set, the switch H is held in position against the spring h by either one of the two elements provided for this purposeviz., the interlocking segment K, operating when the controller is off position when the motor-circuit is broken and inoperative when the controller is on or in any of its active positions, or by the energization of the magnet I, its coils forming a part of the motorcircuit. The use of this automatic switch varies with conditions. It often occurs that the surface of the rack having the sliding electrical connection becomes coated with non-conducting substances. Especially is this true when the car is operated in mines or excavations, and it is the object of the automatic switch to instantly transfer circuit connections of the motor from the contact-shoes F to the insulated sprocket system when for any reason during service this circuit should become opened by the accu mmulation of nonconducting masses under the shoes. It also in this way serves as an indicator that the shoes require attention. The interlock with the controller prevents this action when the circuit is open through the normal operation of turning off the current from the motors.

I have illustrated in detail a particular construction embodying my invention; but it is of course evident that this construction may be greatly varied and that some of the parts may be omitted -and others used with parts not here shown without departing from the spirit of my invention.

By means of this invention the operation of electric-railway systems, particularly in such places as mines and tunnels, is very greatly simplified and made much cheaper and more efficient and satisfactory and permits the adaptation to circumstances and conditions not commercially possible in the ordinary electric-railway system. The arrangement of electrical control herein illustrated permits an efcient and reliable control of the motor -under economical conditions and insures a certain protection and efficient action wholly absent in the ordinary electric-railway systems.

I claim- 1. An electric-railway system comprising a car or locomotive, a track therefor, an electric motor on the car, a traction-rack carrying the supply-current, associated with the track but insulated therefrom, and a plurality of connections between the car or locomotive and the traction-rack, one a mechanical cyonnection for driving,r the car or locomotive and another constituting an electrical connection for supplying electricity to the car or locomotive.

2. An electric-railway system comprising a car or locomotive, a track therefor, an electric motor on the car, a traction-rack carrying the supply-current, associated .with the track but insulated therefrom, a plurality of connections between the car or locomotive and the traction-rack, one a mechanical connection for driving the car or locomotive and another constituting an electrical connection for supplying electricity to the car or locomotive, and a connection between said rack and a source of electrical supply.

3. An electric-railway system comprising a car or locomotive, a track therefor, an electric motor on the car, a traction-rack carrying the supply-current, associated with the track but insulated therefrom, a plurality of connections between the car or locomotive and the traction-rack, one a mechanical con-A nection for driving the car or locomotive and another constituting an electrical connection for supplying electricity to the car or locomotive, and a source of electrical supply connected to the rack and to the trackrails.

4. An electric-railway system comprising a car or locomotive, a track therefor, an elec- IOO IIO

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"5. An electric-railway system comprising a` car or locomotive, a track therefolgan .electric, motor on the car, a traction-rack carrying the supply-current, contiguous to the track but insulated therefrom, a mechanical engaging connection from the car to therack fordriving the car, and an electric springpressed connection from the car to the rack for supplying electricity to the car.

6. An electric-railway system comprising a car or locomotive, a motor on the car, a traction-rack carrying the supply-current, contiguous to the track but insulated therefrom,

i a plurality of connections between the car and thelrack, one constituting a mechanical connection for driving the car and another constituting an electrical connection for supplying electricity to the car, and` insulation between the mechanical driving con` nection and the return-conductor.

. 7. An electric-railway system comprising a car or locomotive, a motor on the car, a traction-rack carrying the supply-current, contiguous to the track but insulated therefrom, a plurality of connections between the car and the rack, one constituting a mechanical connection for driving the car and. another constituting an electrical connection for supplying electricity to `the car, and insulation between the mechanical driving connection and the return-conductor, and an additional electrical connection from the insulated driving part of the mechanical connection to the motor.

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8. An electric-railway system comprising a car or locomotive, a motor on the car, a traction-rack carrying the supply-current contiguous to the railway but insulated therefrom, a plurality of connections between the car and` the rack which may be utilized as electrical connections for supplying electricity to the car, insulation betweenV the mechanical driving devices engaging the` rack and the return conductor, an electrical connection from the insulated part of the driving devices to the motor, and aswitch for the circuits including theinsulated device or devices,where by the current supplied tothe motor through these devices may be controlled.

9.` An electric-railway system comprising a car, a track therefor, an electric motor on the car, a tractionrack carrying the supply-current, contiguous to the trackbut insulated therefrom, a plurality of connections between thecar and the rack, one constituting a mechanical connection for driving the car and another constituting an electrical connection energizing the motor, insulation between the driving member of the mechanical connection and the return-conductor, a plurality of contacts on the car, one contactconnected with theinsulated driving member and the other with the electrical connection to the rack, and a switch for controlling said contactswherebyeither electrical connection may be utilized.

l0.` An electric-railway system comprising a car, a track and carwheels therefor, an electric motor on the car, a traction-rack carrying the supply-current, contiguous to the track but insulated therefrom, a plurality` of connections between the car and the rack, one constituting a mechanical connection for driving the car and another constituting an electrical connection for energizing the motor, insulation between the driving member of the mechanical connection and the car, a plurality of contacts on the car, one contact connected with the insulated driving member and the other with the `electrical connection to the rack, and an automatic switch device for automatically diverting vthe circuit from onecontact to the other so as to utilize one of the electrical connections in the event the other becomes defective.

l1. An electric-railway system comprising a car or locomotive, a motor on the car, a traction-rack carrying the supply-current contiguous to the railway but insulated-therefrom, a plurality of connections betweenthe car and the rack which may be utilized aselectrical connections for supplying electricity to the car, insulation between the mechanical driving devices engaging the rack and the returnconductor, an electrical connection from the insulated part of the driving devices to the motor, and a switch for the circuits including the insulated device or devices, a motor-con-` trolling switch on the car, and an interlock betweenthe switch devices whereby one is controlled by the other.

-12. An electric-railway system comprising `a car or locomotive, a track therefor, an electric motor on the car, a traction-rack carrying the supply-current, associated with the track but insulated therefrom, the rack interrupted as described, a plurality of connections between the car and the rack, one connection constituting a mechanical connection for driving the car and two other independ-4 ent electrical connections` for supplying the electricity tothe car, and switch devices for IOC IIO

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rendering either or both of said electric connections operative or inoperative.

ELMER A. SPERRY.`

Witnesses:

GEORGE G. WHITcoMB, M. S. GREENOUGH, Jr. 

